U.S. patent application number 16/218662 was filed with the patent office on 2020-06-18 for vehicle tracks.
The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Alan George Dry, Daniel Ferretti, Johnathan Andrew Line, Jimmy Moua.
Application Number | 20200189498 16/218662 |
Document ID | / |
Family ID | 70859448 |
Filed Date | 2020-06-18 |
United States Patent
Application |
20200189498 |
Kind Code |
A1 |
Line; Johnathan Andrew ; et
al. |
June 18, 2020 |
Vehicle Tracks
Abstract
A vehicle includes a track that defines a guide channel, first
and second transmitters positioned on first and second sides of the
guide channel, respectively, and a bridge that extends over an
upper portion of the track to cover the guide channel when the
bridge is in a closed position.
Inventors: |
Line; Johnathan Andrew;
(Northville, MI) ; Ferretti; Daniel; (Commerce
Township, MI) ; Moua; Jimmy; (Canton, MI) ;
Dry; Alan George; (Grosse Pointe Woods, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
70859448 |
Appl. No.: |
16/218662 |
Filed: |
December 13, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60R 16/03 20130101;
B60R 16/037 20130101; B60R 16/023 20130101; B60N 2/01 20130101;
B60N 2/06 20130101; H02J 50/05 20160201; B60N 2/0244 20130101; B60N
2002/0264 20130101 |
International
Class: |
B60R 16/03 20060101
B60R016/03; B60R 16/037 20060101 B60R016/037; H02J 50/05 20060101
H02J050/05; B60N 2/01 20060101 B60N002/01; B60N 2/02 20060101
B60N002/02; B60N 2/06 20060101 B60N002/06 |
Claims
1. A vehicle, comprising: a track defining a guide channel; first
and second transmitters positioned on first and second sides of the
guide channel, respectively; and a bridge that extends over an
upper portion of the track to cover the guide channel when in a
closed position.
2. The vehicle of claim 1, further comprising: an anchor that
engages with the guide channel and actuates the bridge to an open
position.
3. The vehicle of claim 2, wherein the anchor further comprises:
first and second receivers positioned on first and second sides of
the anchor, respectively.
4. The vehicle of claim 3, wherein the first and second receivers
on the anchor receive a signal from at least one of the first and
second transmitters on the guide channel.
5. The vehicle of claim 4, wherein the signal received by the first
and second receivers from the first and second transmitters is a
power transfer signal.
6. The vehicle of claim 5, wherein the power transfer signal is
transmitted from the first and second transmitter to the first and
second receivers by capacitive power transfer.
7. The vehicle of claim 3, wherein the track further comprises a
first transceiver and the anchor further comprises a second
transceiver.
8. The vehicle of claim 7, wherein the first and second
transceivers communicate data to and from the anchor.
9. A vehicle, comprising: a track defining a guide channel; first
and second electrical transmitters positioned on first and second
sides of the guide channel, respectively; and first and second
electrical receivers positioned on first and second sides of an
anchor, respectively, the anchor being received within the guide
channel and configured to communicate with the first and second
electrical transmitters.
10. The vehicle of claim 9, further comprising: a bridge that
extends over an upper portion of the track to cover e guide channel
when in a closed position.
11. The vehicle of claim 10, wherein the anchor actuates the bridge
to an open position at locations along the track where the anchor
is located.
12. The vehicle of claim 9, wherein the first and second electrical
receivers on the anchor receive a signal from at least one of the
first and second electrical transmitters on the guide channel.
13. The vehicle of claim 12, wherein the signal received by the
first and second electrical receivers from the first and second
electrical transmitters is a power transfer signal.
14. The vehicle of claim 13, wherein the power transfer signal is
transmitted from the first and second electrical transmitter to the
first and second electrical receivers by capacitive power
transfer.
15. The vehicle of claim 9, wherein the track further comprises a
first transceiver and the anchor further comprises a second
transceiver, and wherein the first and second transceivers
communicate data to and from the anchor.
16. A vehicle, comprising: a track defining a guide channel; first
and second transmitters positioned on first and second sides of the
guide channel, respectively; a bridge that extends over an upper
portion of the track when in a closed position; an anchor that
engages with the guide channel and actuates the bridge to an open
position; and first and second receivers positioned on first and
second sides of the anchor, respectively.
17. The vehicle of claim 16, wherein the first and second receivers
on the anchor receive a signal from at least one of the first and
second transmitters on the guide channel.
18. The vehicle of claim 17, wherein the signal received by the
first and second receivers from the first and second transmitters
is a power transfer signal.
19. The vehicle of claim 18, wherein the power transfer signal is
transmitted from the first and second transmitter to the first and
second receivers by capacitive power transfer.
20. The vehicle of claim 16, wherein the track further comprises a
first transceiver and the anchor further comprises a second
transceiver, and wherein the first and second transceivers
communicate data to and from the anchor.
Description
FIELD OF THE DISCLOSURE
[0001] The present disclosure generally relates to vehicles. More
specifically, the present disclosure relates to vehicle tracks.
BACKGROUND OF THE INVENTION
[0002] Vehicles are typically provided with one or more seating
assemblies. Consumers often desire a variety of comfort options and
adjustments, however, with increasing comfort options and
adjustability comes increasing complexity of execution.
Accordingly, additional seating assemblies and/or executions are
needed in an effort to meet consumer demands.
SUMMARY OF THE INVENTION
[0003] According to a first aspect of the present disclosure, a
vehicle includes a track that defines a guide channel, first and
second transmitters positioned on first and second sides of the
guide channel, respectively, and a bridge that extends over an
upper portion of the track to cover the guide channel when the
bridge is in a closed position.
[0004] Embodiments of the first aspect of the present disclosure
can include any one or a combination of the following features:
[0005] the vehicle further includes an anchor that engages with the
guide channel and actuates the bridge to an open position; [0006]
the anchor further includes first and second receivers positioned
on first and second sides of the anchor, respectively; [0007] the
first and second receivers on the anchor receive a signal from at
least one of the first and second transmitters on the guide
channel; [0008] the signal received by the first and second
receivers from the first and second transmitters is a power
transfer signal; [0009] the power transfer signal is transmitted
from the first and second transmitter to the first and second
receivers by capacitive power transfer; [0010] the track further
includes a first transceiver and the anchor further includes a
second transceiver; and [0011] the first and second transceivers
communicate data to and from the anchor.
[0012] According to a second aspect of the present disclosure, a
vehicle includes a track that defines a guide channel. First and
second electrical transmitters are positioned on first and second
sides of the guide channel, respectively. First and second
electrical receivers are positioned on first and second sides of an
anchor, respectively. The anchor is received within the guide
channel and is configured to communicate with the first and second
electrical transmitters.
[0013] Embodiments of the second aspect of the present disclosure
can include any one or a combination of the following features:
[0014] the vehicle further includes a bridge that extends over an
upper portion of the track to cover the guide channel when in a
closed position; [0015] the anchor actuates the bridge to an open
position at locations along the track where the anchor is located;
[0016] the first and second electrical receivers on the anchor
receive a signal from at least one of the first and second
electrical transmitters on the guide channel; [0017] the signal
received by the first and second electrical receivers from the
first and second electrical transmitters is a power transfer
signal; [0018] the power transfer signal is transmitted from the
first and second electrical transmitter to the first and second
electrical receivers by capacitive power transfer; and [0019] the
track further includes a first transceiver and the anchor further
includes a second transceiver, wherein the first and second
transceivers communicate data to and from the anchor.
[0020] According to a third aspect of the present disclosure, a
vehicle includes a track that defines a guide channel. First and
second transmitters are positioned on first and second sides of the
guide channel, respectively. A bridge extends over an upper portion
of the track when in a closed position. An anchor engages with the
guide channel and actuates the bridge to an open position. First
and second receivers are positioned on first and second sides of
the anchor, respectively.
[0021] Embodiments of the third aspect of the present disclosure
can include any one or a combination of the following features:
[0022] the first and second receivers on the anchor receive a
signal from at least one of the first and second transmitters on
the guide channel; [0023] the signal received by the first and
second receivers from the first and second transmitters is a power
transfer signal; [0024] the power transfer signal is transmitted
from the first and second transmitter to the first and second
receivers by capacitive power transfer; and [0025] the track
further includes a first transceiver and the anchor further
includes a second transceiver, wherein the first and second
transceivers communicate data to and from the anchor.
[0026] These and other aspects, objects, and features of the
present disclosure will be understood and appreciated by those
skilled in the art upon studying the following specification,
claims, and appended drawings.
BRIEF DESCRIPTION DRAWINGS
[0027] In the drawings:
[0028] FIG. 1 is a side perspective view of a cabin of a vehicle,
illustrating a configuration of seating assemblies, according to
one example;
[0029] FIG. 2 is a side perspective view of the cabin of the
vehicle, illustrating a configuration of the seating assemblies,
according to another example;
[0030] FIG. 3 is a side perspective view of the cabin of the
vehicle, illustrating a configuration of the seating assemblies,
according to one example;
[0031] FIG. 4 is a side perspective view of the cabin of the
vehicle, illustrating a configuration of the seating assemblies and
storage units, according to one example;
[0032] FIG. 5 is a side perspective view of the cabin of the
vehicle, illustrating a configuration of the seating assemblies and
the storage units, according to another example;
[0033] FIG. 6 is a side perspective view of the cabin of the
vehicle, illustrating a configuration of the seating assemblies,
according to one example;
[0034] FIG. 7 is a top plan view of the vehicle, illustrating the
seating assemblies engaged with tracks in a floor of the vehicle,
according to one example;
[0035] FIG. 8 is a top plan view of the vehicle, illustrating the
seating assemblies engaged with tracks in a floor of the vehicle,
according to one example;
[0036] FIG. 9 is a cross-sectional view taken along line IX-IX of
FIG. 7, illustrating an engagement between the track and an anchor,
according to one example; and
[0037] FIG. 10 is a schematic of the vehicle, according to one
example.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0038] For purposes of description herein, the terms "upper,"
"lower," "right," "left," "rear," "front," "vertical,"
"horizontal," and derivatives thereof shall relate to the concepts
as oriented in FIG. 1. However, it is to he understood that the
concepts may assume various alternative orientations, except where
expressly specified to the contrary. It is also to be understood
that the specific devices and processes illustrated in the attached
drawings, and described in the following specification are simply
exemplary embodiments of the inventive concepts defined in the
appended claims. Hence, specific dimensions and other physical
characteristics relating to the embodiments disclosed herein are
not to be considered as limiting, unless the claims expressly state
otherwise.
[0039] The present illustrated embodiments reside primarily in
combinations of method steps and apparatus components related to a
vehicle. Accordingly, the apparatus components and method steps
have been represented, where appropriate, by conventional symbols
in the drawings, showing only those specific details that are
pertinent to understanding the embodiments of the present
disclosure so as not to obscure the disclosure with details that
will be readily apparent to those of ordinary skill in the art
having the benefit of the description herein. Further, like
numerals in the description and drawings represent like
elements.
[0040] As used herein, the term "and/or," when used in a list of
two or more items, means that any one of the listed items can be
employed by itself, or any combination of two or more of the listed
items, can be employed. For example, if a composition is described
as containing components A, B, and/or C, the composition can
contain A alone; B alone; C alone; A and B in combination; A and C
in combination; B and C in combination; or A, B, and C in
combination.
[0041] In this document, relational terms, such as first and
second, top and bottom, and the like, are used solely to
distinguish one entity or action from another entity or action,
without necessarily requiring or implying any actual such
relationship or order between such entities or actions. The terms
"comprises," "comprising," or any other variation thereof, are
intended to cover a non-exclusive inclusion, such that a process,
method, article, or apparatus that comprises a list of elements
does not include only those elements but may include other elements
not expressly listed or inherent to such process, method, article,
or apparatus. An element proceeded by "comprises . . . a" does not,
without more constraints, preclude the existence of additional
identical elements in the process, method, article, or apparatus
that comprises the element.
[0042] As used herein, the term "about" means that amounts, sizes,
formulations, parameters, and other quantities and characteristics
are not and need not be exact, but may be approximate and/or larger
or smaller, as desired, reflecting tolerances, conversion factors,
rounding off, measurement error and the like, and other factors
known to those of skill in the art. When the term "about" is used
in describing a value or an end-point of a range, the disclosure
should be understood to include the specific value or end-point
referred to. Whether or not a numerical value or end-point of a
range in the specification recites "about," the numerical value or
end-point of a range is intended to include two embodiments: one
modified by "about," and one not modified by "about." It will be
further understood that the end-points of each of the ranges are
significant both in relation to the other end-point, and
independently of the other end-point.
[0043] The terms "substantial," "substantially," and variations
thereof as used herein are intended to note that a described
feature is equal or approximately equal to a value or description.
For example, a "substantially planar" surface is intended to denote
a surface that is planar or approximately planar. Moreover,
"substantially" is intended to denote that two values are equal or
approximately equal. In some embodiments, "substantially" may
denote values within about 10% of each other, such as within about
5% of each other, or within about 2% of each other.
[0044] As used herein the terms "the," "a," or "an," mean "at least
one," and should not be limited to "only one" unless explicitly
indicated to the contrary. Thus, for example, reference to "a
component" includes embodiments having two or more such components
unless the context clearly indicates otherwise.
[0045] Referring to FIGS. 1-10, reference numeral 20 generally
designates a vehicle. The vehicle 20 may be a motor vehicle, a land
vehicle, an air vehicle, and/or a water vehicle. The vehicle 20 can
include a track 24 that defines a guide channel 28. A bridge 32 can
be provided that extends over an upper portion 36 of the track 24
to cover the guide channel 28 when the bridge 32 is in a closed
position. A first transmitter 40 may be positioned on a first side
44 of the guide channel 28 and a second transmitter 48 may be
positioned on a second side 52 of the guide channel 28. In various
examples, the first and second transmitters 40, 48 may be
electrical transmitters.
[0046] Referring again to FIGS. 1-3, a cabin 56 of the vehicle 20
can be provided with one or more seating assemblies 60. The seating
assemblies 60 can be positioned at various locations along the
tracks 24 within the cabin 56. The seating assemblies 60 are
provided with a seat 64, a seatback 68, and/or a headrest 72. The
seat 64 and the seatback 68 are pivotalbly coupled to one another
by way of a carrier 76. In some examples, the carrier 76 may be
directly coupled to the tracks 24 (e.g., by anchors).
Alternatively, in various examples, the carrier 76 may be coupled
to the tracks 24 indirectly (e.g., by a carriage 80). In some
examples, the seating assemblies 60 that are positioned at a
rearward most location within the cabin 56 may be provided with an
additional platform 84 that is directly coupled to either the
carrier 76 or the carriage 80. The platform 84 can provide the
rearward most seating assemblies 60 with additional vertical height
relative to the remaining seating assemblies 60 to allow occupants
of the rearward most seating assemblies 60 a better vantage point
and more interesting view than if the seating assemblies 60 were
all at about the same height. The platform 84, in some examples,
may couple a plurality of the seating assemblies 60 together. For
example, the platform 84 may provide a common riser or dais between
two adjacent seating assemblies 60. The seating assemblies 60 can
he positioned in a conventional first row, second row, and/or third
row configuration as shown in FIG. 1. Alternatively, the seating
assemblies 60 can be positioned in an unconventional manner, such
as the configurations shown in FIGS. 2 and 3. For example, one or
more of the seating assemblies 60 may be placed in a stored
position, such as those pictured in a forward most row in FIGS. 2
and 3. When in the stored position, the seating assemblies 60 may
be stored in a number of positions and/or locations. For example,
the seating assemblies 60 may be forward-dumped such that the
seatback 68 is generally horizontal and generally parallel with the
seat 64 by pivoting the seatback 68 forward about a pivot point 88
of the carrier 76. When in the stored position, the seating
assemblies 60 may be stored beneath a forward console 92 that is
positioned proximate a front 96 of the vehicle 20. The seating
assemblies 60 may be provided with a swivel functionality that
allows the seating assemblies 60 to pivot about a vertical axis
relative to a floor 100 of the vehicle 20. For example, the carrier
76 may be coupled to the floor 100 by a swivel assembly that
permits pivotable motion of the seating assembly 60 about a
vertical axis while maintaining engagement of the seating assembly
60 with the tracks 24. In some examples, where the carriage 80 is
employed, the carrier 76 and the carriage 80 may be coupled to one
another in a manner that permits the pivotable motion of the
seating assembly 60 about the vertical axis while maintaining the
engagement of the seating assembly 60 with the tracks 24. For
example, the carriage 80 may remain coupled to the track(s) 24 and
rotationally stationary relative to the track(s) 24 while the
carrier 76 and the seating assembly 60 pivot or rotate about the
vertical axis relative to the track(s) 24. In examples where the
platform 84 is employed, the platform 84 may remain coupled to the
track(s) 24 and rotationally stationary relative to the track(s) 24
while the seating assembly 60, the carrier 76, and/or the carriage
80 are capable of pivoting or rotating about the vertical axis
relative to the track(s) 24. In various examples, a central console
104 may be provided in a location between at least some of the
seating assemblies 60 that are laterally adjacent to one another.
The central console 104 may generally extend along a longitudinal
axis, or travel axis, of the vehicle 20. The central console 104
can be provided with a number of functionalities, such as storing
of luggage 108, providing electrical connections for electrical
devices, providing data connections for interaction with the
vehicle 20, and/or other convenience and comfort functionalities.
The configurations illustrated in FIGS. 1-3 may be referred to as
passenger arrangements where the vehicle is primarily being used to
transport passengers and their accompanying cargo items. The
configurations illustrated in FIGS. 1-3 are exemplary in nature and
are not intended to limit the scope of the present disclosure.
[0047] Referring to FIGS. 4-6, a number of exemplary configurations
are illustrated where the vehicle 20 is primarily utilized for
cargo transport. In some cargo transport examples, such as that
shown in FIG. 4, one or more of the seating assemblies 60 may
remain available for occupants that are traveling with the cargo
items (e.g., vehicle operators, vehicle monitors, security
personnel, etc.). The features and functionalities described above
for the cabin 56 of the vehicle 20, the seating assemblies 60, the
carriers 76, the carriages 80, and the platform 84 can be provided
in whole or in part with the examples depicted in FIGS. 4-6 without
departing from the concepts disclosed herein, however, for the sake
of brevity the features and functionalities will not be repeated.
In some cargo transport configurations, such as that depicted in
FIG. 4, unused seating assemblies 60 may be removed from the cabin
56 of the vehicle 20 to make room for cargo items to be stored
within the cabin 56 while maintaining one or more of the seating
assemblies 60 as available for occupants. The cargo items may be
stored in storage units 112 that are placed within the cabin 56.
The storage units 112 may engage with the tracks 24 such that the
storage units 112 are prevented from unintentional motion during
maneuvering of the vehicle 20. The storage units 112 may also
receive power from the tracks 24 and/or communicate data between
the storage units 112 and the vehicle 20 by way of one or more
transceivers. The power and/or data communication provided to the
storage units 112 may be used for temperature control of one or
more storage compartments 116 within the storage units 112, for
lighting the storage compartments 116, for locking/unlocking the
storage compartments 116, for actuating a door of the storage
compartments 116, for actuating the storage units 112 along the
tracks 24, and/or for monitoring contents of the storage
compartments 116 (e.g., sensors, imagers, etc.). The storage
compartments 116 may be provided with latch assemblies 120 that can
be actuated manually or automatically to provide access to an
interior of the storage compartments 116. The storage compartments
116 can be accessed from a side 124 or a rear 128 of the vehicle
20. Storage units 112 that are accessible from the rear 128 of the
vehicle 20 may be positioned on a rear surface 132 of rearward most
seating assemblies 60 when the rearward most seating assemblies 60
are placed in a stowed or fold-flat position (see FIG. 6). When
storage units 112 are placed on the rear surfaces 132 of the
rearward most seating assemblies 60, these storage units 112 may
not be secured to the vehicle 20 by way of the tracks 24.
Alternatively, the storage units 112 that are placed on the rear
surfaces 132 of the rearward most seating assemblies 60 may be
secured to the vehicle 20 by interaction with various components of
the cabin 56 of the vehicle 20. For example, the storage units 112
that are placed on the rear surfaces 132 of the rearward most
seating assemblies 60 may be secured to the vehicle 20 by
interacting with the storage units 112 that are secured to the
tracks 24, by tethering or anchoring to tie downs 136 within a
cargo area 140 of the cabin 56, and/or by other suitable
approaches.
[0048] With specific reference to FIGS. 5 and 6, the seating
assemblies 60 may additionally or alternatively be capable of being
stored in stacked fashion. The seating assemblies 60 may be
pivotably coupled to the carriers 76 in a manner that allows the
seatback 68 to be placed in a forward-dumped position over the seat
64 (see FIGS. 2 and 3) and/or the seat 64 may be pivoted upward
toward the seatback 68 in a stadium-seating manner such that the
seat 64 is generally vertical and generally parallel to the
seatback 68. Once in a stowed-and-stacked position depicted in
FIGS. 5 and 6, a cargo area of the cabin 56 of the vehicle can be
increased while maintaining the ability to quickly transition the
vehicle 20 back to a primary passenger transport configuration once
cargo items have been delivered or removed. To assume the
stowed-and-stacked position the seat 64 of the seating assembly 60
is pivoted upward toward the seatback 68 about the pivot point 88
of the carrier 76. Then, the seating assembly 60 can be actuated to
an end (e.g., the front 96 or the rear 128) of the vehicle 20 along
the tracks 24 such that the seating assemblies 60 may occupy a
substantially smaller footprint or surface area than if the seating
assemblies 60 were stored in an alternative manner. In some
examples, the seating assemblies 60 may be provided with a storage
area 144 between an underside of the seat 64 and the carrier 76.
The storage area 144 may be provided as a pass-through or open
storage area. The storage area 144 may be utilized by occupants of
the seating assemblies 60 to store cargo items. In various
examples, including those where the seating assemblies are placed
in the stowed-and-stacked position, the storage areas 144 may be
aligned in tandem or in-line seating assemblies 60 such that long
cargo items (e.g., wood beams) may be stored and supported along
their length in a manner that also retains the long cargo items
within a limited lateral region and prevent the long cargo items
from affecting passengers or other cargo items during maneuvers of
the vehicle 20.
[0049] Referring now to FIGS. 7 and 8, the tracks 24 may be made of
a non-conductive material. A pair of tracks 24 that are positioned
such that one of the seating assemblies 60 can engage with the pair
of tracks 24 may be referred to as a track plank 148. One of the
tracks 24 in each of the pair of tracks 24 or track planks 148 may
be provided with the first transmitter 40 and the second
transmitter 48. The first and second transmitters 40, 48 can be
mounted on interior surfaces of the walls of the track 24 that
define the guide channel 28 (see FIG. 9), on exterior surfaces of
the walls of the track 24, and/or within the walls of the track 24.
For examples where the first and second transmitters 40, 48 are
mounted within the walls of the track 24, the first and second
transmitters 40, 48 can be inserted into a slot or aperture that
may be provided along the length of the walls of the track 24. By
having at least the track 24 that is provided with the first and
second transmitters 40, 48 made of a non-conductive material, the
track 24 is prevented from interfering with transmissions that are
being sent by the first and second transmitters 40, 48 (e.g.,
electrical power to the seating assemblies 60).
[0050] Referring to FIG. 9, the tracks 24 are mounted to the floor
100 of the vehicle 20. For example, the tracks 24 may be mounted to
the floor 100 by one or more fasteners 152. A floor covering 156
extends over the tracks 24 and the floor 100 to present a user with
a generally continuous and generally horizontal surface. The floor
covering 156 may be a textile, fiber material, carpet, polymer, or
any other suitable material. A support material 160 is positioned
between the floor covering 156 and the tracks 24 and/or the floor
100. In various examples, a filler material may be provided between
the floor 100 and an underside of the support material 160 at
locations within the vehicle 20 where the tracks 24 are not
installed. The filler material can be utilized to make up a
difference in a vertical height between the floor 100 and the
tracks 24 such that the user is presented with a generally
horizontal and well-supported surface. An anchor 164 can engage
with the guide channel 28. The anchor 164 may slidably engage with
the track 24 such that the anchor 164 can be moved within the guide
channel 28 to various locations within the vehicle 20. In various
examples, the anchor 164 can be provided with a lock assembly that
can extend into the track 24 at various locations such that the
anchor 164 can be locked in position within the guide channel 28.
For example, the lock assembly can extend vertically downward
(e.g., as a locking pin) that engages with lock apertures 168 that
are defined by the track 24 one or more of the anchors 164 can
extend from the seating assembly 60, the storage units 112, and/or
other structures/features that a user desires to move about the
cabin 56 along the tracks 24. As the anchor 164 traverses the
extent of the track(s) 24, the anchor 164 can actuate the bridge 32
to an open position or raised position. The support material 160 of
the bridge 32 can be provided with a variable thickness. For
example, in regions of the cabin 56 where the tracks 24 are
installed, the thickness of the support material 160 can be
decreased in a region that defines a pivot point or living hinge
170 about which the bridge 32 can rotate or pivot to transition
between open and closed positions. The region of the support
material 160 that defines the living hinge 170 may be positioned
between sections of the support material 160 that are provided with
the full thickness of the support material 160. Said another way,
the section or region of the support material 160 that defines the
living hinge 170 may be provided with a lesser thickness than the
regions or sections of the support material 160 that are juxtaposed
to or flank the living hinge 170. The thickness of the support
material 160 in the region or section of the support material 160
that spans the opening of the guide channel 28 in the upper portion
36 of the track 24 may be provided with the full thickness of the
support material 160 to prevent caving in of the bridge 32 when the
bridge 32 is exposed to vertical loads in the closed position
(e.g., a user stepping on the closed bridge 32). The support
material 160 can be provided with protrusions 172 that extend
toward the tracks 24 and engage with corresponding slots 174 in the
upper portion 36 of the track 24. The slots 174 are defined by the
upper portion 36 of the track 24 and receive the protrusions 172.
The engagement between the slots 174 and the protrusions 172 aid in
retention and positioning of the floor covering 156 and the support
material 160 within the cabin 56 of the vehicle 20. The engagement
between the slots 174 and the protrusions 172 can be particularly
useful in retaining the floor covering 156 and the support material
160 in an appropriate position when the anchors 164 actuate the
bridge 32 to the open position. Actuating the bridge 32 to the open
position may otherwise provide enough force to result in a
misalignment of the floor covering 156 and the support material 160
relative to the track 24 and/or the guide channel 28 once the
bridge 32 resumes the closed position. Additionally, actuating the
bridge 32 to the open position without the engagement of the
protrusions 172 with the slots 174 may result in a memory effect of
the floor covering 156 and the support material 160 that can cause
undulations in the surface of the floor covering 156 that is
presented to a user when the bridge 32 is in the closed position.
Accordingly, these undulations may present tripping hazards to
occupants and/or cause sticking or binding of the seating
assemblies 60 and/or the storage units 112 as they are actuated
along the tracks 24 and presented with varying heights of the floor
covering 156.
[0051] Referring again to FIG. 9, a first receiver 180 can be
positioned on a first side 184 of the anchor 164 and a second
receiver 188 can be positioned on a second side 192 of the anchor
164. In various examples, the first and second receivers 180, 188
may be electrical receivers. The first receiver 180 and/or the
second receiver 188 on the anchor 164 receive a signal from at
least one of the first and second transmitters 40, 48 on the guide
channel 28. In various examples, the signal that is received by the
first receiver 180 and/or the second receiver 188 from at least one
of the first and second transmitters 40, 48 can be a power signal
or another form of energy and/or data transfer. For example, the
signal received by the first and/or second receivers 180, 188 from
the first and/or second transmitters 40, 48 may be a power transfer
signal. In one specific example, the power transfer signal can be
transmitted from the first and/or second transmitters 40, 48 to the
first and/or second receivers 180, 188 by capacitive power
transfer. In various examples, the track 24 may be provided with a
first transceiver 196 and the anchor 164 may be provided with a
second transceiver 200. The first and/or second transceivers 196,
200 can be utilized to communicate data between the vehicle 20
(e.g., the track 24), the seating assembly 60, the storage units
112, the storage compartments 116, and/or the anchor 164. For
example, the first and second transceivers 196, 200 can communicate
data to and from the anchor 164. The data communicated to and from
the anchor 164 can include, but is not limited to, location
information regarding a location of the seating assembly 60 and/or
the storage units 112 within the cabin 56 of the vehicle 20,
configuration information regarding comfort settings of the seating
assembly 60 (e.g., rotational position of the seatback 68 relative
to the seat 64, swivel state of the seating assembly 60,
temperature of the seating assembly 60, etc.), configuration
information regarding relative positions of seating assemblies 60
and/or storage units 112, occupation status of the seating
assemblies 60 and/or the storage compartments 116, temperature of
the storage compartments 116 for storage compartments 116 that are
climate controlled or climate adjustable, and so on. Examples of
how the first transceiver 196 and/or the second transceiver 200 can
be utilized to convey position information about where the
anchor(s) 164 and their associated components (e.g., seating
assemblies 60 and storage units 112) relative to the tracks 24 may
be accomplished by utilizing a linear encoder, a linear
potentiometer, resistance-based gates along the tracks 24,
capacitor-based gates along the tracks 24, current-based gates
along the tracks 24, and the like. In some examples, imagers 204
(e.g., cameras) may be utilized to monitor the cabin 56 of the
vehicle 20 and convey information related to positioning of
components and/or status of components (e.g., seating assemblies
60, storage units 112 within the cabin 56, open versus closed
states of the storage compartments 116, occupancy status of seating
assemblies 60, and so on). In the depicted example, a control
module 208 may communicate with at least one of the first
transceiver 196 and the second transceiver 200. The communication
between the control module 208 and the first and/or second
transceivers 196, 200 can be accomplished by a wired connection or
by a wireless connection. When installed on the seating assemblies
60, the control module 208 may be referred to as a seat control
module (SCM). When installed on the storage units 112 and/or the
storage compartments 116, the control module 208 may be referred to
as a cargo control module (CCM).
[0052] Referring further to FIG. 9, in various examples, the first
and second transmitters 40, 48 can generate an electric field that
transfers power into the first and second receivers 180, 188. The
power transferred into the first and second receivers 180, 188 by
the first and second transmitters 40, 48 can provide power to
electrical components, electrical systems, and/or electrical
assemblies that are present in the seating assemblies 60, the
storage units 112, and/or the storage compartments 116 that are
coupled to the anchors 164. For example, the seating assembly 60
can be provided with the seat control module (SCM) that accepts the
transmitted power and directs the received power to a power storage
unit (e.g., a battery) that is positioned on the seating assembly
60. The transmitted power may be conveyed by a carrier wave. Said
another way, the power signal may be imposed on a carrier wave
(e.g., by modulation) to aid in the facilitation of the power
transmission from the first and second transmitters 40, 48 to the
first and second receivers 180, 188. Accordingly, the SCM may
demodulate or strip a modulated control signal, such as the power
signal, from the imposed carrier wave. The SCM can capture position
and state data from motors and transducers on the seating assembly
60 that monitor manual settings and impose those setting upon
either the capacitive carrier field or a separate Controller Area
Network (CAN) line. The power transfer rate of capacitive power
transfer is lower than a direct contact system (e.g., typically
less than 100 Watts). Therefore, in examples where capacitive power
transfer is utilized, each seating assembly 60, storage unit 112,
and/or storage compartment 116 can be outfitted with a batter from
which power can be extracted (e.g., by the SCM).
[0053] Referring still further to FIG. 9, the SCM, and similar
control module(s) on the storage units 112 and/or storage
compartments 116, can allocate power from the battery between
various components and functionalities of the seating assemblies
60. In some examples, the battery power may be allocated based on a
pre-determined hierarchy of components and/or functionalities. For
example, first priority of battery power may be given to safety
functions of the seating assemblies 60, such as occupancy
detection, seat belt latch detection, airbag sensors, airbag
deployment, and the like. Next priority for battery power may be
given to fore-aft and side-to-side position adjustment of the
seating assembly 60 along the tracks 24 (e.g., longitudinal and/or
lateral tracks). The fore-aft and side-to-side adjustment of the
seating assemblies 60 along the tracks 24 may be referred to as
macro-adjustments that are capable of reconfiguring the cabin 56 of
the vehicle 20. The next priority for battery power may be given to
positional comfort adjustments of the seating assemblies 60, which
may include, but are not limited to, forward and rearward
adjustment of the seating assemblies 60 to accommodate occupants of
varying heights, vertical adjustments of the seating assemblies 60
relative to the floor 100, tilt or inclination of the seat 64,
extent of reclined position of seatback 68 relative to the seat 64,
rotational orientation or swivel displacement of the seating
assembly 60 about a vertical axis, and the like. The positional
comfort adjustments may be referred to as semi-macro-adjustments as
these adjustments may be perceptible to other occupants of the
vehicle 20. The next priority for battery power may be given to
micro-adjustments of the seating assembly 60 that may not be easily
perceptible by other occupants of the vehicle 20. The
micro-adjustments may include lumbar support adjustments, heating
of a surface of the seating assembly 60, cooling or ventilation of
the surface of the seating assembly 60, massage functionality of
the seating assembly 60, and the like. The hierarchy outlined above
is not intended to be an exhaustive list. Rather, the hierarchy for
battery power distribution is exemplary in nature and represents
one example of how components and functionality of the seating
assemblies 60 can be prioritized to provide battery power to
essential components and/or functions of the seating assembly 60
before providing battery power to non-essential components and/or
functionalities. For example, safety features and/or components may
generally be given a higher rank or priority than comfort features
and/or components.
[0054] Referring yet again to FIG. 9, an advantage of contactless
power transfer, such as the capacitive power transfer discussed
herein, is that there is no need to plug and unplug wiring
harnesses from the seating assemblies 60 and/or the storage units
112 as the seating assemblies 60 and/or storage units 112 are
coupled to and decoupled from the tracks 24. The contactless power
transfer can also eliminate trailing wires and/or other tethers
that may otherwise be coupled to the seating assemblies 60 and/or
the storage units 112, thereby reducing the risk of entanglement
within the tracks 24. By eliminating complex wire and/or tether
management arrangements for the various wire bundles or harnesses
that may be employed, a simple and robust structure for the floor
100 is provided that is not encumbered by wires and/or tethers that
may limit freedom of movement and hinder reconfiguration of the
seating assemblies 60 and/or the storage units 112 within the cabin
56. Positioning the first and second transmitters 40, 48 within or
on the tracks 24 and positioning the first and second receivers
180, 188 within or on the anchors 164 that engage with the guide
channel 28 can provide a number of advantages. For example, such an
arrangement can protect the first transmitter 40, the second
transmitter 48, the first receiver 180, and the second receiver 188
from mechanical damage that may otherwise occur during normal use
if these components were positioned in a more exposed or accessible
location. Additionally, such an arrangement of the first
transmitter 40, the second transmitter 48, the first receiver 180,
and the second receiver 188 can enable a short or small air gap
between the first and second transmitters 40, 48 and the first and
second receivers 180, 188 such that signal transfers between these
components can he done in a more efficient manner than if a larger
or greater air gap separated the components. Further, such an
arrangement of the first transmitter 40, the second transmitter 48,
the first receiver 180, and the second receiver 188 enables the
transfer of power from a stationary component (i.e., the tracks 24)
to a moving component (e.g., the anchor 164) without restricting
the design of the seating assembly 60 or the storage unit 112.
Still further, while it may be beneficial for the tracks 24 to be
made of a non-conductive material, the arrangement of the first
transmitter 40, the second transmitter 48, the first receiver 180,
and the second receiver 188 can be employed in examples where the
tracks 24 are made of a conductive material by providing a
shielding layer between the first transmitter 40, the second
transmitter 48, and the track 24. A shielding layer may also be
provided between the first receiver 180, the second receiver 188,
and the anchor 164. The shielding layer(s) may be thin,
lightweight, and inexpensive. Accordingly, modifying or
retrofitting existing, conductive tracks 24 can be done in an
efficient and cost effective manner.
[0055] Referring now to FIG. 10, an exemplary block diagram of the
vehicle 20 is shown that illustrates one example of how the vehicle
20 and the structures carried by the anchors 164 (e.g., the seating
assemblies 60, the storage units 112, and/or the storage
compartments 116) interact. In the depicted example, the first and
second transmitters 40, 48 can wirelessly transfer a signal, such
as a power signal, to the first and second receivers 180, 188. The
transmitted signal may then be stored in a storage location 216,
such as a battery for examples where the signal is a power signal.
Distribution of the stored signal from the storage location 216 can
be accomplished by the control module 208. In examples where the
stored signal is power stored in a battery, the control module 208
can direct power to various component groups 220 based on a
predetermined hierarchy. In various examples, the predetermined
hierarchy may be employed in deciding where power is sent on a
continual basis. Alternatively, the predetermined hierarchy may be
employed once the battery has reached a predetermined level of
depletion. In some examples, the first and/or second transceivers
196, 200 may communicate with the control module 208 and provide
data about the vehicle 20, the seating assemblies 60, the storage
units 112, and/or the storage compartments 116. The communication
between the first transceiver 196, the second transceiver 200,
and/or the control module 208 may be wireless communication.
[0056] Demand for seating comfort and convenience drives the use of
extensive wiring harnesses for electrical supply and communication
in vehicle seating assemblies. Wire bundles and wiring harnesses
become problematic when used with track-mounted and/or swivel
seating assemblies. In particular, the length from the seating
assemblies to the source of electrical power (e.g., vehicle
battery) is constantly changing and each seating assembly utilizes
an individual wire bundle, resulting in a heavy and tangle-prone
network of wiring. Accordingly, the present disclosure provides an
approach that circumvents these disadvantages and challenges in
meeting the demand of consumers while decreasing the number of
wiring harnesses and wire bundles that extend between the seating
assemblies 60 and/or the storage units 112, thereby preventing
tangling of wires.
[0057] Modifications of the disclosure will occur to those skilled
in the art and to those who make or use the concepts disclosed
herein. Therefore, it is understood that the embodiments shown in
the drawings and described above are merely for illustrative
purposes and not intended to limit the scope of the disclosure,
which is defined by the following claims as interpreted according
to the principles of patent law, including the doctrine of
equivalents.
[0058] It will be understood by one having ordinary skill in the
art that construction of the described concepts, and other
components, is not limited to any specific material. Other
exemplary embodiments of the concepts disclosed herein may be
formed from a wide variety of materials, unless described otherwise
herein.
[0059] For purposes of this disclosure, the term "coupled" (in all
of its forms: couple, coupling, coupled, etc.) generally means the
joining of two components (electrical or mechanical) directly or
indirectly to one another. Such joining may be stationary in nature
or movable in nature. Such joining may be achieved with the two
components (electrical or mechanical) and any additional
intermediate members being integrally formed as a single unitary
body with one another or with the two components. Such joining may
be permanent in nature, or may be removable or releasable in
nature, unless otherwise stated.
[0060] It is also important to note that the construction and
arrangement of the elements of the disclosure, as shown in the
exemplary embodiments, is illustrative only. Although only a few
embodiments of the present innovations have been described in
detail in this disclosure, those skilled in the art who review this
disclosure will readily appreciate that many modifications are
possible (e.g., variations in sizes, dimensions, structures, shapes
and proportions of the various elements, values of parameters,
mounting arrangements, use of materials, colors, orientations,
etc.) without materially departing from the novel teachings and
advantages of the subject matter recited. For example, elements
shown as integrally formed may be constructed of multiple parts, or
elements shown as multiple parts may be integrally formed, the
operation of the interfaces may be reversed or otherwise varied,
the length or width of the structures and/or members or connector
or other elements of the system may be varied, and the nature or
numeral of adjustment positions provided between the elements may
be varied. It should be noted that the elements and/or assemblies
of the system may be constructed from any of a wide variety of
materials that provide sufficient strength or durability, in any of
a wide variety of colors, textures, and combinations. Accordingly,
all such modifications are intended to be included within the scope
of the present innovations. Other substitutions, modifications,
changes, and omissions may be made in the design, operating
conditions, and arrangement of the desired and other exemplary
embodiments without departing from the spirit of the present
innovations.
[0061] It will be understood that any described processes, or steps
within described processes, may be combined with other disclosed
processes or steps to form structures within the scope of the
present disclosure. The exemplary structures and processes
disclosed herein are for illustrative purposes and are not to be
construed as limiting.
[0062] It is also to be understood that variations and
modifications can be made on the aforementioned structures and
methods without departing from the concepts of the present
disclosure, and further, it is to be understood that such concepts
are intended to be covered by the following claims, unless these
claims, by their language, expressly state otherwise.
* * * * *